Train-control apparatus.



W. H. WEBLER & L. G. GHENT.

TRAIN CONTROL APPARATUS. APPLICATION FILED APR-14, 1914.

1,141,998. Patented June 8, 1915.

2 SHEETS-SHEET I, 1

' A A me Q n o T; j N\ r N A A A A A 3 AW A k. g g 0 Q AF M? Q Q -k Witnesses lhyentors Attorneys.

W. H. WEBLER & L. G. GHENT.

TRA|.N CONTROL APPARATUS.

LMLQQS.

APPLICATION HLED APR-14, 1914.

Patented June 8, 1915.

2 SHEETS-SHEET 2.

Attorneys.-

human. amass t me W WILLIAM H. WEBLEB, AND LEROY G. GHEN'I, F SOIDUS CENTER, NEW YORK.

strain-CONTROL APPARATUS.

Application filed April 14, 1914. Serial No. 881,851.

To all whom. it may concern Be it known that we, WILLIAM H. WEBLER and LEROY G. GHENT, citizens of the United States, residing at Sodus Center, in the ,5 county of Wayne and State of New York,

have invented a new and useful Train-Control Apparatus, of which the following is a specification.

ihe present invention relates to improvegq ments in train control apparatus, one object of the present invention. being the provision of ramp actuated means for automatically actuating the air brake system due to a caution or danger signal to thus control the movement of the train, there further being provided means for giving a visual signal to the engineman and recording the number of danger and caution signals automatically given.

Afurther object of the present invention is the provision of a valve adapted to be 'connccted to the train pipe and also to the main reservoir oi? the air brake system, and to be operably connected with the ramp actuating means whereby the train pipe will be vented and the air brake system have an application efiect produced thereon should the engineman pass a caution signal while should the engineman ,pass a danger signal, an emergency application of the brakes will be produced.

A still further object of the present invention is the provision of a novel form of ramp actuated device which is disposed to be operated from either direction to have a straight line movement imparted thereto for actuating the valves to produce the desire application of the air brakes.

A still further object of the invention is the provision of a ramp operably connected to the semaphore signal so as to be operated to actuatethe ramp actuated device carried by the locomotive to slow down the locomotive, due to a caution signal, or stop it due to a danger condition.

With the foregoing'and other objects in view which will appear as the description proceeds, the invention resides in the combination. and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the preciseembodiment of the invention herein disclosed can be made within the scope. of what is claimed without 55 departing from the spirit of the invention.

In the drawings-Figure l is a side eleva- Specification of Letters Patent.

Patented June 8, 1915 tion of a portion of a locomotive with the present cab carried apparatus shown partly in section and elevation, the ramp device being shown in danger position. Fig. 2 is a longitudinal sectional view through the valve actuated by the ramp actuated device.

'Fig. 3 is a side elevation of the ramp actuated rod; Fig. 4 is a plan view of-the signal v device disposed in the locomotive cab. Fig. 5 is a detail view of one of the parts of the apparatus. Fig. 6 is an enlarged detail view showing the two ramps and the shaft for controlling the same. A I Referring to the drawings, the locomotive L is provided with the usual main reservoir. 1, of the air brake system. Led therefrom is the supply pipe 2, which as shown' in Fig. 2 leads into the supply chamber 3 of the main controlling valve V. This, main controlling valve is in reality three valves, the detail structure of which will presently appear. A partition 5 is provided with the port 4, so that air admitted into the chamber 3 may be directed into the chamber 5? when 30 the valve 0 is elevated as illustrated in Fig. 2, to thus be directed through the pipe 7, the purpose of which will presently appear.

The train pipe 8 is connected asis usual M with the air brake system, and is in com; 35 munication with the respective upperv chanig bers 9 and 10 of'the valve, asv clearly illustrated in Fig. 2, the chamber 9 being the emergency application portion of the valve while the chamber 10 is the chamber of the caution or service portion of the valve. Q A partition 11 divides the emergency valve portion into the chamber 9: and thelower chamber 14, the said chambers being incom munication through the valve port 12 con,- trolled by the spring closed valve 13, the exhaust port 15 being provided so that? the train pipe is vented therethrough. A. par.- tition 16 divides the-caution or application valve portion into the upper chamber and M lower chamber 19, which communicate through the valve'port 17 controlled by the valve 18, the vent or exhaust port 20 being led from the chamber 19.

I In operation the valves 6 and 13 are op- 10:? erated simultaneously while the valve T18- is operated alone, these conditions arising when the apparatus is operated'nngler emergeney conditions and under caution conditions. A shaft 21 is disposed through the valve V, and carries the respective cams 22, 23 and 24, which operate the respective valves 13,18 and 6. A bell crank lever 25 sliding movement in as-e3, holds is keyed to the outer end of the shaft 21 and as illustrated in Flg. 2, is capableof assuming the full line position, at which 'time all valves are closed to the respective dotted line positions a and b, the dotted line position a being the caution position while the dotted line b is the emergency position.

The arm 26 of the bell crank lever is disposed in the vertical slot 27 of the stern 28 and said stem 28 is mounted for vertical the apertured lugs 29 of the supporting plate 30. In order to hold the stem 28 downwardly and consequently permit the bell crank lever to assume the full line position as shown in Fig. 1, with all of the valves 6, 13 and 18 closed, a collar 31 is fixed upon the stem 28 adjacent one of the lugs 29 while a spring 32 is disposed to bear thereagainst and the other lug 29 and hold the said stem 28 downward. The lower end of the stem 28 is provided with the forked-or bifurcatedporti ns 33 and'33, which are disposed to be engaged one at a time by the opposite terminals 35 of the ramp actuated member36, said member 36 being pivoted to the lower end of the plate by means of the pin 34. Thus when the ramp engaging member 36 is swung in either direction, one of the arms will engage its respective bifurcations 33 or 33' of the stem 28 and thus elevate said stem to cause the bell crank lever 25 to assume either one of the dotted positions as shown in Fig. 1. It will also be noted that the even downward pressure of the stem 28 with its ends the member 36 with its terminals 35 substantially horizontaL.

' In order to provide a means for recordin the actuation of the bell crank lever 25, an at thejsame time to signal the engineman the exact condition that he has passed, a link or rod 37 is connected to the bell crank'lever 25 and through the arm 38 operates the vertical shaft 39. The 1 upper end of the vertical shaft 39 is connected to the signal carrying memberdO, having the white, green and red panels one of which "is visible at .a time through the cover a of thecasing 4:1 and as particularly shown in Fig. 4:. An arm 43 is connected to the shaft 39 within the casing- 41 and is disposed to operate the caution register 33,while an arm 45 also connected 1 nected at to the manually controlled lever v 51 provided with the pawl actuating means the engincinan the brakes are set under emergency condi' tions, the pipe 7 heretofore referred to is in communication with the cylinder 54: so as to operate the the spring 56, said piston being operably connected to' the lever 57, which in turn is connected to the releasing pawl rod 58 of the throttle lever 59, thus the releasing pawl rod is actuated at the initial movement of the piston so that the lever 59 may be finally operated to cut 0d the throttle.

Branched from the pipe 7 within the cab of the locomotive, is the audible signal or whistle 4V, which is operated simultaneously with the introduction of air to the cylinder piston 55 against the action of '54, Thus with the signal 40 and the audible Any form of ramp devices for actuating the ramp actuated member 36 may be provided, but in k is mounted in the bearing 61 so as to be rocked through the lever 62 which is adapted to be operably connected to a switch throwing mechanism or the semaphore mechanism used for signaling caution and danger conditions. A weight 63 is attached to the arm '62 to rock the shaft and maintain the same in normal condition. The rock shaft 60 as clearly illustrated in Fig. 4, has fixed thereon for movement therewith the cams 63 and 64, there being two of each attached to the shaft. The cam 63' is what is termed the present instance, a shaft 60 -v lot the emergency cam while the cam 64 is a:

slot connection at 67', thus permitting the proper flexing of the ramp 66 as the same is elevated either to an emergency or caution osition. Disposed upon opposite sides of the ramp 66 are the plates 65, which house the ramp. I

Although the piston 55 is illustrated as connected. for actuating the throttle lever, the same may be connected for operating a valve ahead of the throttle, or where the apparatus is applied'to electrically propelled cars, the same will actuate the controller. I

,What is claimed is: I

1! The combmationpvith an air brake syschances a tem, and a throttle lever, of mechanism for operating the air brake system and the throttle lever, including a valve for venting the train pipe and air brake system under caution conditions, a second valve for venting the train pipe under emergency conditions, a third valve connected to the air brake system for actuating the throttle lever, and a ram actuated means for automatically operating the first and third valves simultane-- ously and the second valve independently of the other valves.

2. The combination with an air brake system, and a throttle lever, of mechanism for operating the air brake system and the throttle lever, including a valve for venting the train pipe and air brake system under caution conditions, a second valve for; venting the train pipe under emergency conditions, a third valve connected to the air brake system for actuating the throttle lever, a ramp actuated means for automatically operating the first and third valves simultaneously and the second valve independently of the other valves, and manually controlled means for returning the valves to normal condition.

3. The combination with an air brake system, and a throttle lever, of mechanism for operating the air brake system and the throt tle'lever, including a valve for venting the train pipe and air brake system under caution conditions, a second valve for venting the train pipe under emergency conditions, a third valve connected to the air brake systone for] actuating the throttle lever, a ramp actuated means for automatically operating the first and third valves simultaneously'and the second. valve independently of the other valves, and a visual-signal for indicating caution and emergency conditions operably connected to the ramp actuated means.

-1l. The combination with an air brake systom, and a throttle lever, of mechanism for opera ting the air brake system and the throttle lever, including a valve for venting the train pipe and air brake system under caution conditions, a second valve for venting the train pipe under emergency conditions, a. third valve connected to the air brake system t'oractuating the throttle lever, a ramp actuated means for automaticallyoperating the first and third valves simultaneously and the second valve independently of the other valves, a visual signal for indicating caution and emergency conditions operably connected to the ramp actuated means, and a recording means -tor recording the number of actuatious of the respective valves.

5. The combination with an air brake system, and a throttle lover, of mechanism for operating the air brake system and the throt tle lover, including a valve for venting the train pipe and air brake system under caution conditions, a second valve for venting the train pipe under emergency conditions, a third valve connected to the air brake system for actuatin the throttle lever, a ramp actuated means or automatically operating the first and third valves simultaneously and the seccnd valve independently of the other valves, a visual signal for indicating cantion and emergency conditions operably connected to the ramp actuated means, and manually controlled means for resetting the valves to normal condition.

6. The combination with an air brake system and a throttle lever, of mechanism for actuating the same including three valves, two of which are connected to the train pipe of the air brake system and the other of which is connected to the main reservoir of the system for actuating the throttle lever, a shaft, a plurality of cams carried by the shaft, one to each valve, a bell crank lever connected to the shaft, and a vertically slidable ramp actuated stem operably connected to the bell crank lever, one of the train venting valves and the throttle controlling valve being operated simulta'neously while the remaining train pipe venting valve is operated independently, said valves being actuated due to the latitude of movement imparted to the bell crank lever and shaft. A

7. The combination with an air brake sys tem, and a throttle lever, of mechanism for actuating the same including three valves, two of which are connected to the train pipe of the air brake system and the other ofwhich is connected to the main reservoir of the system for actuating the throttle lever, a shaft, a plurality of cams carried by the shaft, one to each valve, a bell crank leve'r connected to the shaft, a vertically slidable ramp actuated stem opcrably connected to the bell crank lever, one of the train venting valves and the throttle controlling valve being operatedsimultaneously While the remaining train pipe venting valve is operated independently, said valves being actuated due to the latitude of movement imparted to the bell crank lever and shaft, and manually controlled means for actuatin the bell crank lever to reset the valve.

8. The combination with an air brake sys-.

tem and a throttle lever, of mechanism for 1 actuating the same including three valves, two of which are connected to the train pipe "of the air brake system and the other of.

which is connected to the main reservoir of the system for actuating the throttle lever, a shaft, a plurality'of cams carried by the shaft, one to each valve, a bell crank lever connected to the shaft, a vertically slidable ramp actuated stem operablyconnec'ted to the bell crank lever, one of the train venting valves and the throttle controlling valve being operated simultaneously while the remaining train pipe venting valve is operated Y ,K independently, said valves being actuated as our own, We have hereto aflixed our Sigdue to the latitude of movement imparted to natures in the presence of two Witnesses. the'bell crank lever and shaft, and a visual signal device operably connected to the bell LEROY G. GHENT.

5 crank lever for indicating the condition of Witnesses:

the air brake system. CLARK T. BENNETT.

In testimony that We clairn the foregoing ABRAM M4YOU.

WILLIAM HWEBLER. 

